
------------------------------------------------------------------------------

oldsmobile-digest           Sunday, 3 March 1996        Volume 01 : Number 108


----------------------------------------------------------------------

From: urbanch@magi.com (Chris Urban)
Date: Sat, 2 Mar 1996 21:04:09 -0400
Subject: Re: The Details...

Make me an offer. They come with the mini-windage tray.


>>Paul I have about 8 of them. Let me know if you want one.
>>
>>
>>>>you dont happen to know where there is a deep sump olds oil pan or
>>>>Toronado pan anywehre do you?
>
>Eight of them?!  My drain hole is stripped, so I could probably use one if
>it doesn't tap-out OK.  How much?
>
>
>-Gregg, the '67 Toro guy
>
>
>
>

------------------------------

From: admin@po.cle.ab.com (ccMail SMTPLINK)
Date: Sat, 2 Mar 1996 21:12:54 -0400
Subject: ccMail SMTPLINK Undeliverable Message

User Bill.Shinko is not defined

 Original text follows
 ----------------------------------------------
Received: from odin.cle.ab.com by po.cle.ab.com (SMTPLINK V2.11 PreRelease 4)
	; Sat, 02 Mar 96 20:12:43 EST
Return-Path: <oldsmobile-owner@ccn.cs.dal.ca>
Received: from ccn.cs.dal.ca (root@ccn.cs.dal.ca [205.150.72.25]) by
odin.cle.ab.com (8.6.10/8.6.5.9) with SMTP id UAA12839 for
<Bill.Shinko@cle.ab.com>; Sat, 2 Mar 1996 20:10:38 -0500 Received: by
ccn.cs.dal.ca id <11908(3)>; Sat, 2 Mar 1996 21:10:32 -0400 Received: from
mail04.mail.aol.com ([152.163.172.53]) by ccn.cs.dal.ca with SMTP id
<13067(2)>; Sat, 2 Mar 1996 21:09:50 -0400 Received: by mail04.mail.aol.com
(8.6.12/8.6.12) id UAA28435 for oldsmobile@ccn.cs.dal.ca; Sat, 2 Mar 1996
20:07:01 -0500 Date: 	Sat, 2 Mar 1996 21:07:01 -0400 From: FREDALL@aol.com
Message-ID: <960302200650_339125246@mail04.mail.aol.com> To:
oldsmobile@ccn.cs.dal.ca Subject: Re: Ideas Pontiac FI Sender:
oldsmobile-owner@ccn.cs.dal.ca Precedence: bulk Reply-To:
oldsmobile@ccn.cs.dal.ca

The 1957 Pontiac Bonnie came with Fuel Injection. It was the only Pontiac
that did in that era.   Fred Allard    fredall@AOL.com     1957 Super 88

------------------------------

From: admin@po.cle.ab.com (ccMail SMTPLINK)
Date: Sat, 2 Mar 1996 21:12:28 -0400
Subject: ccMail SMTPLINK Undeliverable Message

User Bill.Shinko is not defined

 Original text follows
 ----------------------------------------------
Received: from odin.cle.ab.com by po.cle.ab.com (SMTPLINK V2.11 PreRelease 4)
	; Sat, 02 Mar 96 20:12:26 EST
Return-Path: <oldsmobile-owner@ccn.cs.dal.ca>
Received: from ccn.cs.dal.ca (root@ccn.cs.dal.ca [205.150.72.25]) by
odin.cle.ab.com (8.6.10/8.6.5.9) with SMTP id UAA12841 for
<Bill.Shinko@cle.ab.com>; Sat, 2 Mar 1996 20:10:41 -0500 Received: by
ccn.cs.dal.ca id <11778(2)>; Sat, 2 Mar 1996 21:10:39 -0400 Received: from
infoweb.magi.com ([198.53.212.2]) by ccn.cs.dal.ca with SMTP id <13030(3)>;
Sat, 2 Mar 1996 21:07:30 -0400 Received: from Chris (magi03p63.magi.com
[198.53.212.83]) by infoweb.magi.com (8.7.3/8.7.3) with SMTP id UAA28033 for
<oldsmobile@ccn.cs.dal.ca>; Sat, 2 Mar 1996 20:04:09 -0500 (EST) Date: 
	Sat, 2
Mar 1996 21:04:09 -0400 Message-Id: <199603030104.UAA28033@infoweb.magi.com>
X-Sender: urbanch@magi.com X-Mailer: Windows Eudora Version 1.4.4
Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To:
oldsmobile@ccn.cs.dal.ca From: urbanch@magi.com (Chris Urban) Subject: Re: The
Details... Sender: oldsmobile-owner@ccn.cs.dal.ca Precedence: bulk Reply-To:
oldsmobile@ccn.cs.dal.ca

Make me an offer. They come with the mini-windage tray.


>>Paul I have about 8 of them. Let me know if you want one.
>>
>>
>>>>you dont happen to know where there is a deep sump olds oil pan or
>>>>Toronado pan anywehre do you?
>
>Eight of them?!  My drain hole is stripped, so I could probably use one if
>it doesn't tap-out OK.  How much?
>
>
>-Gregg, the '67 Toro guy
>
>
>
>

------------------------------

From: rinacker@voicenet.com (Rich Inacker)
Date: Sat, 2 Mar 1996 21:43:14 -0400
Subject: Re: babbling

Dink (heinle@jake.udayton.edu) writes:

>Well after 4 tests in 5 days I have some time to babble.  2 weeks ago,
>I changed my oil, oil filter, air filter, pcv, breather element.  And
>now for some reason it seems to idle rougher, like a lumpy cam
>kinda(which is fine by me.) For some reason it seams very noticable
>any idea why it would act like this after a tune-up?

Sounds like a vacuum leak to me. Maybe when you changed the PCV valve, you
wiggled the hose a little and it was brittle enough to crack and give you
the leak.

>I also have a MSD 6A, could this be the problem?

I doubt it. The MSD on my 66 has been the most reliable piece of hardware
on the car. I recently replaced it with a 6-AL with a rev limiter after
scaring the hell out of myself at Englishtown last summer with a missed
shift (right, Rod ? :-). If you want to eliminate the MSD as a source of
the problem, just remove the white, orange, black and white MSD wires from
the coil and use the purple jumper wires they provide to return to standard
ignition temporarily. With the supercoil and standard points ignition, I
wouldn't run it long this way if you don't have the Accel ballast resistor
in line since you'll tend to fry the points.

Rich

- -----
rinacker@voicenet.com
http://www.voicenet.com/~rinacker

------------------------------

From: admin@po.cle.ab.com (ccMail SMTPLINK)
Date: Sat, 2 Mar 1996 21:44:26 -0400
Subject: ccMail SMTPLINK Undeliverable Message

User Bill.Shinko is not defined

 Original text follows
 ----------------------------------------------
Received: from odin.cle.ab.com by po.cle.ab.com (SMTPLINK V2.11 PreRelease 4)
	; Sat, 02 Mar 96 20:44:11 EST
Return-Path: <oldsmobile-owner@ccn.cs.dal.ca>
Received: from ccn.cs.dal.ca (root@ccn.cs.dal.ca [205.150.72.25]) by
odin.cle.ab.com (8.6.10/8.6.5.9) with SMTP id UAA13401 for
<Bill.Shinko@cle.ab.com>; Sat, 2 Mar 1996 20:42:24 -0500 Received: by
ccn.cs.dal.ca id <13026(3)>; Sat, 2 Mar 1996 21:41:10 -0400 Received: from
voicenet.com ([192.204.28.35]) by ccn.cs.dal.ca with SMTP id <11992(3)>; Sat,
2 Mar 1996 21:40:54 -0400 Received: from [199.234.235.203]
(cherryhill14.voicenet.com) by voicenet.com (4.1/SMI-4.1) 	id AA15568; 
Sat, 2
Mar 96 20:37:46 EST X-Sender: rinacker@mail.voicenet.com Message-Id:
<v01530501ad5ea7a1cef2@[199.234.235.203]> Mime-Version: 1.0 Content-Type:
text/plain; charset="us-ascii" Date: 	Sat, 2 Mar 1996 21:43:14 -0400 To:
oldsmobile@ccn.cs.dal.ca From: rinacker@voicenet.com (Rich Inacker) Subject:
Re: babbling Sender: oldsmobile-owner@ccn.cs.dal.ca Precedence: bulk Reply-To:
oldsmobile@ccn.cs.dal.ca

Dink (heinle@jake.udayton.edu) writes:

>Well after 4 tests in 5 days I have some time to babble.  2 weeks ago,
>I changed my oil, oil filter, air filter, pcv, breather element.  And
>now for some reason it seems to idle rougher, like a lumpy cam
>kinda(which is fine by me.) For some reason it seams very noticable
>any idea why it would act like this after a tune-up?

Sounds like a vacuum leak to me. Maybe when you changed the PCV valve, you
wiggled the hose a little and it was brittle enough to crack and give you
the leak.

>I also have a MSD 6A, could this be the problem?

I doubt it. The MSD on my 66 has been the most reliable piece of hardware
on the car. I recently replaced it with a 6-AL with a rev limiter after
scaring the hell out of myself at Englishtown last summer with a missed
shift (right, Rod ? :-). If you want to eliminate the MSD as a source of
the problem, just remove the white, orange, black and white MSD wires from
the coil and use the purple jumper wires they provide to return to standard
ignition temporarily. With the supercoil and standard points ignition, I
wouldn't run it long this way if you don't have the Accel ballast resistor
in line since you'll tend to fry the points.

Rich

- -----
rinacker@voicenet.com
http://www.voicenet.com/~rinacker

------------------------------

From: "Alex Holland" <hollanda@cia.com>
Date: Sun, 3 Mar 1996 00:53:09 -0400
Subject: Re: (no subject)

Date:          Fri, 1 Mar 1996 06:42:00 -0400
To:            oldsmobile@ccn.cs.dal.ca
From:          buehner@cis.nmclites.edu (buehner)
Subject:       Re: (no subject)
Reply-to:      oldsmobile@ccn.cs.dal.ca

>If an intake did exist for an olds port fuel injection system, wouldn't
>the "brain" of the fuel injection system have to be "mapped" for whatever
>specific cam, intake, head, piston (compression ratio), fuel, gearing,
>etc. combination that the system would be used for -- or are these
>just things that can be programmed into the brain (chip)?

     Yes, but that is not too far fetched these days, aftermarket suppliers
are finally catching up to that realization.

>Also, I read an article in (I think it was) Boater's World where they
>tested the power and fuel economy of fuel injection vs. carburetors.  At
>least in boats, the article said that a "properly" tuned carburetor was
>capable of more power and more fuel efficiency than the fuel injection
>unit.  Now I'm not arguing either way here but I am hoping that some of
>you might have read some articles that would shed some light on this
>subject for autos.  It may have been that the fuel injection system used
>in the boat test was a unit that was set up for only a few "popular sized
>boats" of specific weights and prop combos and this system just happend
>to be on a boat with different weight and or prop combo or engine size --
>thus affecting its efficiency.

     While some carb's may be able to produce more power, or at least more
airflow than some EFI setups, the advantages are there.  The EFI has the
potential for constant feedback allowing for constant maximum efficiency.
The carbs are tuned with three basic circuits: idle, main metering, and
power.  These can all be manipulated with proper tuning tactics, and can
become reasonably efficient and powerful, but the EFI can provide maximum
power and maximum efficiency AT ALL TIMES.  This is a very powerful (hyuk,
hyuk) argument for EFI.
     No sticking floats, no plugged jets, not ~Rejetting~ for altitude
changes, no vulgarities from dumping gas all over your intake after pulling
the float bowl to do last minute adjustments internally at the track, no
need for excess gas to get pumped through the exhaust valves as HC's because
of over-rich conditions, no sticking floats...
     Need I go on?

     Oh yeah, no more money, but there's nothing cooler than seeing that
nice polished intake plenum jutting out in the center of the engine
compartment like something out of an F-16...

     PS, No need to machine that really cool "Rocket" emblem Air Cleaner
WingNut you'd always figured you'd want if you didn't have EFI! :o (OK, so
I'm getting carried away, here!)       :)

                   |
           ________|________
          {        |        } Charley Buehner
          {        |        } "Rockit 1"
          {        |        } buehner@cis.nmclites.edu
          {        |        } http://www.nmclites.edu/~buehner
          {        |        }
          {        |        }
          {        |        }
          {        |        }
          {       /|\       }   "There's no replacement
          {     /  |  \     }        for displacement..."
          {   /    |    \   }
          { /      |      \ }
          {       ]|[       }
          {       ]|[       }
          {       ]^[       }
          {       ]^[       }
          """"""""]^[""""""""
                   ^
                   ^


One alternative to a fixed fuel/ignition map is an intelligent map.
Under this concept, a more advanced microprocessor is used that has
an initial map coded into it, but learns as it goes.  This means you
do not have to make a million tests to get the right map for
compression, size of motor etc.  The processor starts at a base line
which is initially coded in.  The processor uses an oxygen sensor in
the exhaust and mass flow sensor in the intake.  As the exhaust
processor reads rich, not only the efi system adjusts, but the map
gets rewritten over time to intelligently adjust for conditions
outside the original map.  This allows the same chip to be used on a
performance 455 as on a wimpy 307.  The only hassel is it needs a
week or so to make all its adjustments.  I've been doing this for a
couple of months on propane systems for cars.  No this isn't
commercially available as there are still bugs in it.  I also have to
go to South America for a month or two on work which will slow down
development.  Any EFI system which is sized right should outperform
carbs because they can handle changing conditions (humidity, temp,
alt. etc.) better........72 Olds Cutlass....

------------------------------

From: "Alex Holland" <hollanda@cia.com>
Date: Sun, 3 Mar 1996 01:10:31 -0400
Subject: Re: babbling

From:          "Dink" <heinle@jake.udayton.edu>
Organization:  University of Dayton
To:            oldsmobile@ccn.cs.dal.ca
Date:          Fri, 1 Mar 1996 20:24:22 -0400
Subject:       babbling
Priority:      normal
Reply-to:      oldsmobile@ccn.cs.dal.ca

Well after 4 tests in 5 days I have some time to babble.  2 weeks ago,
I changed my oil, oil filter, air filter, pcv, breather element.  And
now for some reason it seems to idle rougher, like a lumpy cam
kinda(which is fine by me.) For some reason it seams very noticable, and idea
why it would act like this after a tune-up?  Also it seems louder, why I
don't know. The only thing I can guess is that for some reason when I
switched to Mobil 1 synthetic 10W-30 (same weight as before)  it changed
something. I used all Fram filters, and have used them before will great
success.  The plugs have 15k on them but are 2 1/2 years old, I plan on
changing them next weekend, the MSD wires are only a year old at the most as
well as the Accel cap, rotor, and supercoil.  I also have a MSD 6A, could
this be the problem?

Dink "in babbling mode"
80 Delta 88 Royale

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
}
A bit of a shot in the dark but I have found that some PCV valves
from aftermarket manufactureers have different set points for opening
spring pressures.  Do you have the old one still around? if so try it
and check to see if you got the right one in......Only this I can
think of.......Also babbling

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Sun, 3 Mar 1996 01:28:37 -0400
Subject: Re: babbling

> A bit of a shot in the dark but I have found that some PCV valves
> from aftermarket manufactureers have different set points for opening
> spring pressures.  Do you have the old one still around?
I don't have the old one around, but it was a Fram, and I replaced it
with a Fram. Hmmm.


Dink


{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
}

------------------------------

From: "Alex Holland" <hollanda@cia.com>
Date: Sun, 3 Mar 1996 01:28:14 -0400
Subject: Hydraulic Roller Cams

I'm thinking of putting in a hydaulic roller cam in my 455.  Here's a
few questions I have.  What is the maximum practical valve lift to
use without having to do any exotic head work (550?).  Secondly, what
block work has to be done to allow the roller lifters to work (roller
braces between intake, exhaust lifters).  And finally is it really
worth all the work.  I'm considering a 230 @.050 duration .560 lift
cam from comp Cams.

Bury me in info guys.   Anyone out there running one?   ...72 Olds
(well sort).

------------------------------

From: buehner@cis.nmclites.edu (buehner)
Date: Sun, 3 Mar 1996 04:12:00 -0400
Subject: Re: Karate Kid W-30 442

>It was a dry morning for TV...switched on HBO and Karate Kid XXII was on.
>Some goon in the movie was driving an orange 442, either a '71 or '72 with
>W-30 badges on it.  Awesome looking car - until it got blown-up by bad guys
>at the end of the movie!

     Yeah, how about Demolition man!  I ~hate~ when they do that!!!
                   |
           ________|________
          {        |        } Charley Buehner
          {        |        } "Rockit 1"
          {        |        } buehner@cis.nmclites.edu
          {        |        } http://www.nmclites.edu/~buehner
          {        |        }
          {        |        }
          {        |        }
          {        |        }
          {       /|\       }   "There's no replacement
          {     /  |  \     }        for displacement..."
          {   /    |    \   }
          { /      |      \ }
          {       ]|[       }
          {       ]|[       }
          {       ]^[       }
          {       ]^[       }
          """"""""]^[""""""""
                   ^
                   ^

------------------------------

From: buehner@cis.nmclites.edu (buehner)
Date: Sun, 3 Mar 1996 04:12:00 -0400
Subject: Re: Quad 4

>I've been searching for info on the Quad 4 engine. It seems tough to find.
>Kind of odd, since Olds put so much into the project. If anybody can help,
>please let me know...


     Uh, what kind of info?  I've got access to some...
                   |
           ________|________
          {        |        } Charley Buehner
          {        |        } "Rockit 1"
          {        |        } buehner@cis.nmclites.edu
          {        |        } http://www.nmclites.edu/~buehner
          {        |        }
          {        |        }
          {        |        }
          {        |        }
          {       /|\       }   "There's no replacement
          {     /  |  \     }        for displacement..."
          {   /    |    \   }
          { /      |      \ }
          {       ]|[       }
          {       ]|[       }
          {       ]^[       }
          {       ]^[       }
          """"""""]^[""""""""
                   ^
                   ^

------------------------------

From: ad351@yfn.ysu.edu (Linda Zuccaro)
Date: Sun, 3 Mar 1996 10:43:49 -0400
Subject: Engine swap...

Would there be any *major* problems putting a 455
into an '84 Hurst Olds [used to have a 307]?

- --
Genius may have its limitations, but stupidity is not
thus handicapped.                        Abel Stevens
Politeness is chosing among ones real thoughts.
                                         Abel Stevens

------------------------------

From: gludlam@bcinet.net (Gregg Ludlam)
Date: Sun, 3 Mar 1996 11:21:35 -0400
Subject: Re: fuel system

>Holley Pro jection and all throttle body injections all share certain
>characteristics in common..basically they'll help you out with smoothing
>out a lumpy cam and allow easier tuning, but they won't give
>you as noticeable of a difference as a port injection from what I hear.
>This is due to the "wet manifold" principle, meaning that atomized fuel
>still has to travel down the intake manifold.  In a "dry manifold" port
>injection, only air need travel though the intake and the fuel gets
>injected at the port, so less conventional intake designs may be used
>(TPI is a good example!).

Plus, the Holley Pro-jection system isn't exactly cheap - something like $1K
or so from a discount parts place.  All this just to smooth-out some rough
edges?  Whew, I think I'll buy more books on how to tweak Q-Jets!    :)


- -Gregg, the '67 Toro guy

------------------------------

From: gludlam@bcinet.net (Gregg Ludlam)
Date: Sun, 3 Mar 1996 11:25:14 -0400
Subject: Re: The Details...

>Sure, I'm looking for a low cost alternative to getting an aftermarket
>deep sump pan (Milodons seem to be runnig 180 at the cheapest)...let me
>know how much you'd like for one and how you'd like to arrange a
>purchase, if you wouldnt mind parting with one.  Oh yeah...heres
>something you might know that I was wondering.  Does a Toronado pan hold 5
>or 6 quarts?  I have two pans now, one with no baffle in it and one with
>only a front "slosh guard" baffle with a slightly extended sump...the
>former holds 4 quarts at the same level the latter holds 5 quarts.  If
>the Toro pan is to be superior to both of these then it would have to
>hold 6 quarts...which I figure would be great...

The Toro pan has a larger-than-usual capacity by one quart.  The total
system capacity in the Service Manual is 6 qts., so I have to assume the pan
holds 5 qts. and the oil filter is good for one more, thus the 6 qt. total.
I've haven't had my pan off the car as of yet, so I can't speak
intelligently about the baffles inside, but I was under the impression that
there's more than one.  Chris Witt knows this stuff off the top of his head.
Might be time to ring HIS phone!


- -Gregg, the '67 Toro guy

------------------------------

From: gludlam@bcinet.net (Gregg Ludlam)
Date: Sun, 3 Mar 1996 11:28:48 -0400
Subject: Re: A hearbreaking moment

>The trouble is the distance; I'm in NY, but would want to do the work in
>Connecticut. I don't know whether transporting the motor or even the whole
>car would be cost-efficient over finding a 403 locally to rebuild.  I have
>the AAA Plus plan, which gives me 100 miles of towing before I start to pay,
>but that would only get me part-way here, and they'd get suspicious of
>repeated calls by the time I got to Scranton. I wonder what a freight company
>would charge?

What about going to U-Haul, renting one of those automotive tow dolleys (the
funky little 2-wheel thangs) and dragging that sucker back to NY/CT?  I bet
it'd be cheaper than towing/shipping/etc., plus you get the WHOLE car!


- -Gregg, the '67 Toro guy

------------------------------

From: gludlam@bcinet.net (Gregg Ludlam)
Date: Sun, 3 Mar 1996 11:37:32 -0400
Subject: Re: Karate Kid W-30 442

>>It was a dry morning for TV...switched on HBO and Karate Kid XXII was on.
>>Some goon in the movie was driving an orange 442, either a '71 or '72 with
>>W-30 badges on it.  Awesome looking car - until it got blown-up by bad guys
>>at the end of the movie!
>
>     Yeah, how about Demolition man!  I ~hate~ when they do that!!!

Good thing the two movies weren't back-to-back yesterday...I couldn't bear
the sight of so many beautiful Olds' getting torched!


- -Gregg, the '67 Toro guy

------------------------------

From: <edison3@gato.cpeq.com>
Date: Sun, 3 Mar 1996 07:31:03 -0400
Subject: Re: A hearbreaking moment

See why I don't live in PA anymore?

The 66 Toro and Mike


Michael R. Frederick, CEO
EDIson3, Inc.
Tampa, Forida
(813) 210-8649

------------------------------

From: <edison3@gato.cpeq.com>
Date: Sun, 3 Mar 1996 07:32:47 -0400
Subject: Re: Ideas

No to mention -- babble.
Michael R. Frederick, CEO
EDIson3, Inc.
Tampa, Forida
(813) 210-8649

------------------------------

From: Brad Nicholson <76062.3042@compuserve.com>
Date: Sun, 3 Mar 1996 13:39:06 -0400
Subject: 1987 442 Parts needed - still

I sent this  while back, but w/ new people on the newsgroup, someone might
have somethin'.  Thanks. I have tried the GM locator service w/ no luck.  any
other leads would be helpful.

I could use some help in tracking down some interior trim pieces that I want
to get for my 1987 442 when I redo it. They are the trim pieces on the dash
and console that are normally woodgrain but these are "SLATE GREY"!! and they
have already been discontinued. (#$%^@#!!!#$)

Here are the GM part numbers
GM25529782 - dash (around headligh switch?)
GM25529785 - dash (center w/ A/C vents?)
GM25529786 - dash (left w/ A/C vents?)
GM25529788 - console ashtray
GM25529789 - console shifter plate

Any and all help appreciated.
THANKS

Brad Nicholson
1987 442
President, Capitol City Rockets
76062.3042@compuserve.com

------------------------------

From: Brad Nicholson <76062.3042@compuserve.com>
Date: Sun, 3 Mar 1996 13:39:08 -0400
Subject: Old FI - NEW Unit from Dick Miller Racing

All,

Being an OCA chapter Pres. has it's benefits.

Just recieved about a week ago Dick Miller Racing quarterly newsletter. Inside
was a short article on something he is developing. Here it is verbatum.
-
------------------------------------------------------------------------------
--- - ------ FOR YOUR INFO:

Most of our Oldsmobile manufatured engines are pre-electronic wizardry and the
conversion to Electronic Engine Management (EEM) requires knowledge, design
capability and considerable hours to accomplish.  The potential low volume for
these systems has deterred companies from investing their resources in order
to adapt the EEM to Oldsmobile engines.

Being enthusiastic new kids on the block as far as being a distributor of
Oldsmobile performance parts (certainly not experience) we at DMR have
promised to develope for you, the Oldsmobile enthusiast, a line of parts that
have been only for the socalled more popular brands.  These items carry a DMR
prefix on the part number.  Joe Mondello asked me to relay you not call him
for the items.

We have been working over a year with J&J Engineering and Testing of
Pendleton, IN on the developement of a 1000 CFM port fuel injection system
with ignition and transmission cobtrol for small and big block Oldsmobile
engines.  It is still in the prototype stage and I am not free to get specific
about price, hardware makeup and electronics.  However we have included a
picture of the running prototype and here are a few details.  It is a fully
programable ECM, closed loop for efficiency, open loop for maximum power at
full throttle and stand alone for installation versitality.  The present air
box is designed to fit the 1980-88 Cutlass body.  The test or mule engine is a
425 big block using DMR ported heads and numerous Mondello parts.  A full dyno
test is scheduled for January 1996.  We will certainly have more on this
exclusive DMR item later. the part number will be DMR-6001.

Other new DMR products being worked on with J&J area camshaft belt drive,
externally adjustable oil pressure control (also reduces oil temperature) and
a heat exchanger using engine coolant to quickly warm the oil in those big
pans and then keep it from overheating. -
------------------------------------------------------------------------------
--- - ----

The picture looked like an old Rodchester fI unit from the 50-60's just
shorter and wider, an Accell 1000 cfm throttle body and fuel rails like in the
Hot Rod article mentioned earlier. It looked very sanitary and production
ready.

Dick Miller Racing can be contacted at :
2374 Windemere Dr., Jackson, MI  49202-1236
Ph: (517) 782-2012
FAX: (517) 782-2232


Brad Nicholson
1987 442
President, Capitol City Rockets
76062.3042@compuserve.com

------------------------------

From: rolf flockoi <flockoi@magick.net>
Date: Sun, 3 Mar 1996 16:49:30 -0400
Subject: 394 block/engine

My son has a classic (50's version) boat which has a 371 in it and has 4
carbs, cam and pistons. Well, the bottom end won't take the strain on the
mains and he wants to find a 394 block  ('58-'61?} to replace it. I am
wondering if anyone has one and it would be nice if it was on the West Coast
(for freight purposes)! If anyone has any info on this I would sure appreciate
it, so if you email me, please include your telephone number so he can talk
with you. Thanks.

Rolf
Klamath Falls, Oregon

PS. While looking through the motor manual, we were curious about a J2 engine
which was mfg for only one year. What was it's application for?

------------------------------

From: "Paul R. K. Kuromoto" <suntzu@ohana.com>
Date: Sun, 3 Mar 1996 17:48:37 -0400
Subject: Re: fuel system

I guess it would depend on how much you value smoothing out a rough cam.
I mean if your cam is gigantic, you couldn't even think of running it on
the street but with TBI you could.

%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
 I used to think that the Information age would spawn a great
 revolution as more people got smarter due to access to more
 information.  To the contrary, now that any idiot can use the
 Net, the integrity of the information contained therein has
 been corrupted.                          --Suntzu@ohana.com
%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%

------------------------------

From: Tom Simpson <71202.1443@compuserve.com>
Date: Sun, 3 Mar 1996 19:42:04 -0400
Subject: 68 Cutlass 's' hood

Howdy,

I'm new to this place, but am wondering if anyone knows where to get a 68
Cutlass 'S' convertible	
hood and springs, etc.

Help is appreciated,
thanks,
Tom Simpson   71202.1443@compuserve.com

------------------------------

From: eric_buckner@non-hp-om.cv.hp.com
Date: Sun, 3 Mar 1996 19:51:12 -0400
Subject: Olds' for sale

Item Subject: cc:Mail Text
these are some of the cars in the local Auto Trader:

'66 Toro orig. int paint
                3800$

'69 442 HT AT 325hp/400CI 1 owner
                3500$ OBO

'76 Cutless Sup 350 AT
                1700$ OBO

'69 Cutlass Convert AT lots new plus X-tra parts
                3000$ OBO

'65 Cutlass All original 98K w/ records+manuals
                2895$ OBO

Drop me a line if you are intersted in getting more info.
Eric Buckner    eric_buckner@non-hp.om.cv.hp.com
'64 F-85 deluxe
'64 Culass Holiday Hardtop Coupe(soon to have)
Albany, OR

------------------------------

From: Roger Saladin <rsaladin@bright.net>
Date: Sun, 3 Mar 1996 20:25:18 -0400
Subject: Re: 394 block/engine

At 04:49 PM 3/3/96 -0400, you wrote:
>
>PS. While looking through the motor manual, we were curious about a J2
engine which was mfg for only one year. What was it's application for?
>
The J2 engine was an option for Olds, and I believe for 2 years ('57-58).
The 58 was definite, it could outrun anything but a gas pump - I know, cuz
I had one, with the gas bills to prove it! But it was the hi-performance
engine for its day, with three deuces, and I think a little higher compression
and maybe a slightly hotter cam, merged with a 4 speed hydromatic. In those
days Olds only had the bigger cars, but with the J2 they could outrun about
anything on a stop light to stop light basis.

------------------------------

From: Greg Beaulieu <ab348>
Date: Sun, 3 Mar 1996 20:42:08 -0400
Subject: Re: 394 block/engine

On Sun, 3 Mar 1996, rolf flockoi wrote:

> PS. While looking through the motor manual, we were curious about a J2
engine which was mfg for only one year. What was it's application for?

The J2 was used in '57 and was a 3x2bbl option. Still a few to be had,
but they're pretty rare these days. I saw a J2 setup advertised recently
for $600 for the manifold and breather only...

I'm curious about the bottom end of the 371. I think the 394 is
essentially the same...

Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada

------------------------------

From: Scott R Clark <mickeyd@selway.umt.edu>
Date: Sun, 3 Mar 1996 21:11:51 -0400
Subject: Re: 394 block/engine

>
> The J2 was used in '57 and was a 3x2bbl option. Still a few to be had,
> but they're pretty rare these days. I saw a J2 setup advertised recently
> for $600 for the manifold and breather only...
>
	I think it was in Hemmings that I was looking for J2 stuff, and
it seemed like manifolds were fairly common, and could be had in the $200
to $400 range.  The carbs and linkage were what really had the major
price tags on them.


> I'm curious about the bottom end of the 371. I think the 394 is
> essentially the same...
>

	Exactly.  They are the exact same block.  Only difference is the
in the bore (4 inches vs. 4 1/8 inches.  Stroke is the same at 3 11/16
inches)  Thoes mains are huge too.  I don't know how many horses he's
running, but it must be a lot if he's having problems with them.  When I
had  my 394 apart for the rebuild, I compared one it's mains to one off a
350 Chubby...it was like comparing the Titanic to a rubber raft!
	
		Scott
	1960 Oldsmobile Rocket 98
	

------------------------------

End of oldsmobile-digest V1 #108
********************************
